6T40 1st en 2nd Identification

Technical Service Information
GM 6T30/40/45/50 TRANSMISSIONS
GENERATION I & II INFORMATION
Refer to Figures 1 and 2 for Vehicle/Transmission Application.
Refer to Figures 3, 4, 5 & 6 for Gen I & II 4-5-6- Clutch Differences.
Refer to Figures 7, 8 & 9 for Line Pressure Control Strategy & Specifications.
Refer to Figure 10 for Pressure Switch Operation.
Refer to Figures 11, 12, 13 & 14 for “ Clutch Pulse Learn” Description & Adaptive Procedures.
Refer to Figure 15 for “Brake Pedal Position Sensor Learn” Procedure.
Refer to Figure 16 for Clutch & Solenoid Application.
Refer to Figures 17 & 18 for Neutral Idle Description & Operation.
Refer to Figures 19 & 20 for Transmission Fluid Pressure Switch & Solenoid Identification.
Refer to Figures 21, 22 & 23 for Solenoid Theory of Operation.
Refer to Figure 24 for Solenoid Test Procedures.
Refer to Figure 25 for Gen I & II TEHCM Identification.
Refer to Figure 26 for Gen I & II Valve Body Assembly Identification.
Refer to Figure 27 for Gen I Control Valve Body Identification.
Refer to Figure 28 for Gen II Control Valve Body Identification.
Refer to Figure 29 for Gen I & II Channel Plate Assembly Identification.
Refer to Figure 30 for Gen I & II Checkball Locations.
Refer to Figure 31 for Gen II Channel Plate Small Parts Identification.
Refer to Figure 32 for Transmission Adaptive Values Description.
Refer to Figures 33, 34 & 35 for Transmission Fluid Fill Specifications & Procedures.
Refer to Figure 36 for Torque Converter Installation Procedure.
A special thank you to ALTO for the use of this transmission

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AUTOMATIC TRANSMISSION SERVICE GROUP Page 1 of 29
GM 6T30/40/45/50 GENERATION I & II INFORMATION
6T30/40/45/50
Started in 2008
2009-2015 Chevrolet Cruze

2008-2015 Chevrolet Malibu
2012-2014 Chevy Cobalt
2013-2015 Chevy Impala
2008-2015 Buick LaCrosse
2009-2011 Saturn Aura (4-cylinder only)
2010-2011 Saturn Vue (4-cylinder only)
2009-2015 Chevrolet Equinox/GMC Terrain
2008-2015 Buick Regal Auxiliary
2009-2014 Chevrolet Aveo Transmission
2012-2015 Chevrolet Malibu ECO Fluid Pump
2012-2015 Buick LaCrosse with eAssist
2012-2015 Buick Regal with eAssist
2012-2015 Chevrolet Sonic
2012-2015 Buick Encore
2012-2015 Buick Verano
2007-2014 Chevy Captiva Sport
2008-2009 Pontiac G6
2010-2011 Saab 9’4x
GM 6T40 Series Generation 2 arrived in 2012 with both software and architectural changes. Pressure switches
were eliminated from the TEHCM, solenoids went from being variable bleed to variable feed type, the valve body
and many internal parts have changed.
. By 2014-2015 all 6T series transmissions should be converted to Gen 2 design.
Copyright © 2015 ATSG
Figure 1
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6T30 (MH9)
Type: six-speed front-wheel-drive, electronically controlled, automatic overdrive transaxle with electronically
controlled torque converter clutch.
Engine Range: 1.8L
Max Engine Torque: 129 lb-ft (175 Nm (gas)) / 147 lb-ft (200 Nm (diesel))
Weight: 157.6 lbs (71.5 kg)
Assembly Site: GM Korea
Applications: Chevrolet Cruze and Sonic
6T40 (MH8)
Type: six-speed front-wheel-drive, electronically controlled, automatic overdrive transaxle with electronically
controlled torque converter clutch.
Engine Range: 1.4L - 2.5L
Max Engine Torque: 177 lb-ft (240 Nm)
Assembly Site: Toledo, Ohio
Applications: Buick Encore, Buick Verano, Chevrolet Cruze, Chevrolet Malibu, Chevrolet Sonic
6T40 (MHH)
Type: six-speed front wheel drive, electronically controlled, automatic overdrive transaxle with an
electronically controlled torque converter clutch and an auxiliary, electric-driven transmission oil pump
Engine Range: 2.4L
Weight: 198 lbs (89.8 kg)
Applications: Buick LaCrosse eAssist, Buick Regal eAssist, Chevrolet Malibu Eco
6T45 (MH7/MHC)
electronically controlled torque converter clutch
Engine Range: 2.4L
Applications: Chevrolet Captiva Sport, Chevrolet Equinox, GMC Terrain
6T50 (MHK/MHJ)
electronically controlled torque converter clutch
Engine Range: 2.0L - 3.0L
Assembly Site: GM Korea / China / Mexico
Applications: Buick Regal, Buick Verano, Chevrolet Captiva Sport

Figure 2 16-10
*The first generation of transmissions were analyzed for potential enhancements in an effort to increase fuel
economy and improved shift quality.
Changes were made with architectural hardware controls in conjunction with system software to increase
capacity, reduce system delays (optimize system response times), and increase efficiency.
One example of an architectural change is with the 4-5-6 clutch. The wave plate was removed and an additional
friction was added for increased torque capacity (Figures 3 and 4).
Generation 1 Generation 2
Four friction 4-5-6 Clutch Five friction 4-5-6 Clutch
Assembly with cushion plate Assembly without cushion plate
Figure 3 Figure 4
With the exception of the Low and Reverse Clutch, each clutch inside this transmission is operated by a solenoid
through its respective regulating valve. With Gen 1 based models, a relatively small feed orifice was located on
the line pressure supply side of the 4-5-6 Clutch Regulating Valve (Figure 5). With this orifice on one side of the
valve and the wave plate on the opposite side of the valve, it stabilized the valve from having a pressure spike
when it moved from a full feed position to regulation. When the cushion (wave) plate was removed to add an
additional friction plate for increased torque capacity, this orifice was moved to the clutch pressure supply side of
the valve (Figure 6). This was done to have a greater control of the apply of the clutch to prevent a harsh
engagement with the absence of a cushion plate.
R1/4-5-6 PCS To the 4-5-6 Clutch R1/4-5-6 PCS To the 4-5-6 Clutch
Signal Oil Signal Oil
.075" X .075" X
X X
0.66" orifice Line Pressure Feed to Orifice moved to the supply

the R1/4-5-6 Clutch Regulator Valve side of the valve
Figure 5 Figure 6
* Gen 2 GF6 Transmission Hardware and Controls Updates - SAE International 2011-01-1428 Copyright © 2015 ATSG
16-10
One software change that took place is related to fuel economy which affects how the TEHCM controls line
pressure inside the transmission. Typically, once a shift transition is made, line pressure is increased and held so as
to keep the driving or holding clutch from slipping, maintaining the commanded gear. The engine then drives the
pump through the torque converter. When line pressure becomes high, this places an additional mechanical load
on the engine negatively affecting fuel economy. For Gen 2, a system pressure learn program was written where
the computer will periodically bring line pressure down until it sees it slip. It will then raise line pressure just
slightly above the slip point minimizing the margin of safety between slip and non-slip conditions (Figure 7). By
doing this, the engine is driving a pump at lower pressures for longer periods of time. This places less load on the
engine and thus increasing fuel economy.
Calculated
(Commanded) Reduced safety
Margin of safety
Line Pressure margin after learn
Slip point
Gearbox Torque
Time
Figure 7
The line pressure tap is conveniently located on top of Gen 1 Line Pressure Specification
the transmission along side the transmission’s fill cap
as seen in Figure 8. Gen 1 and 2 line pressure REQUESTED ACTUAL
specification tables are provided in Figure 9.
Pressure (kPa) English Metric
Specifications were taken from a 2013 Chevy Cruze
None...................... 50-80 psi...........345-550 kPa
factory repair manual.
200......................... 100-130 psi.......690-900 kPa
400......................... 160-190 psi.......1100-1310 kPa
600......................... 220-250 psi.......1520-1725 kPa
800-2000................ 270-330 psi.......1860-2275 kPa
Gen 2 Line Pressure Specification
REQUESTED ACTUAL
Pressure (kPa) English Metric
Line Pressure Tap None...................... 25-55 psi...........172-379 kPa
200......................... 96-126 psi.........662-869 kPa
400......................... 166-196 psi.......1145-1351 kPa
600......................... 237-267 psi.......1634-1841 kPa
800-2000................ 307-337 psi.......2117-2324 kPa
Figure 9
Figure 8
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Another software change that took place is related to the elimination of the pressure switches inside the TEHCM
assembly (Figure 10). These pressure switches were originally used (Gen 1) to monitor clutch operation via the
solenoids and regulator valves for adaptation purposes.
Gen 1 TEHCM
PSW 4 PSW 1 PSW 2 PSW 3

4-5-6/R-1 1-2-3-4 2-6 3-5-R
Figure 10
With the elimination of the pressure switches in Gen 2 versions, a new program is used to determine adapts
called “Clutch Pulse Learn.” United States Patent Application 20120067690 A1 entitled: Hydraulic clutch
and method for determining an adaptive clutch fill volume of the hydraulic clutch provides some insight to its
method for learning a characteristic filling volume of a hydraulic clutch. Generally, the method is comprised
of:
1. Applies a pressure pulse to a hydraulic clutch when it is in a disengaged state (Figure 11).
2. It determines an inflection event at a torque path that comprises the hydraulic clutch (return spring force).
3. Derives a characteristic filling volume of the hydraulic clutch from the inflection event.
Clutch Pulse Learn Event

Disengaged Clutch Gear Clutch is Pulsed
4-5-6 Clutch 3rd Gear
1-2-3-4 Clutch
5th Gear
2-6 Clutch
3-5-R Clutch 6th Gear
Clutch Pulse Learn occurs
every 1,000 miles or more
Figure 11
16-10
Start
Determining a fluid pressure

command value
Determining a reactive pressure

of a return spring
Calculating a flow rate
Measuring a fill time
Calculating a clutch fill volume
Operated a clutch
A flow chart on a method for operating the hydraulic clutch based on

fill volume adaptation from the Clutch Pulse Learn paper 20120067690
GM factory manual describes the Clutch Pulse Learn strategy as a Non-Shifting Clutch Function Verification and
describes it as follows:
The 6T30/40/45/50 transmission uses a pressure control system to apply and release clutches during shifts. The
transmission control module (TCM) controls pressure commands to the pressure control solenoids.
As normal wear of the transmission clutches occur, the TCM performs a clutch function verification. The TCM
momentarily commands a clutch on at a low pressure. The clutch function verification is conducted on smooth
roads when the transmission is not shifting and engine torque is consistent and positive.
When a clutch function verification is occurring, a slight bump or drag may be detected momentarily. The clutch
function verification will occur a few times over several minutes and will not repeat again for a thousand or more
miles. This is a normal condition and no repair attempts should be performed.
The clutch function verification will be performed sooner for a particular clutch if the TCM detects it is producing
frequent poor shift control.

Figure 12
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Transmission Adaptive Values Learn
Transmission Adaptive Values Learn is a procedure for 6 speed automatic transmissions in which a series of tests
are run to allow the transmission control module (TCM) to learn individual clutch characteristics. Once the clutch
data is learned, Transmission Adaptive Values Learn translates it into the adaptive data cells, which the TCM uses
for clutch control during shifts. The scan tool provides initiation of the Transmission Adaptive Values Learn
procedure. This procedure is to be used following transmission repair. The Transmission Adaptive Values Learn
procedure must be performed when one of the following repairs have been made to the vehicle. Failure to perform
the procedure after one of the following repairs may result in poor transmission performance, as well as
transmission DTCs being set:
- Transmission internal service/overhaul

- Valve body repair or replacement
- Control solenoid valve assembly replacement
- TCM software/calibration update
- Any service in response to a shift quality concern
Note: Ensure the following conditions are met before performing the Transmission Adaptive Values Learn
procedure:
- Drive wheels are blocked

- Parking brake is applied
- Service brake is applied
- Zero percent throttle and no external engine RPM control
Transmission fluid temperature is between values listed below, if you attempt to run the test above or below
these temperatures, the test will not start:
MY 2011 and prior 70-95°C (158-203°F)

MY 2012 Gen 1 70-95°C (158-203°F)
MY 2012 Gen 2 64-95°C (147-203°F)
MY 2013 Gen 1 70-95°C (158-203°F)
MY 2013 Gen 2 64-76°C (147-169°F)
MY 2014 and later 64-76°C (147-169°F)
Transmission gear selector has been cycled from Park to Reverse 3 times in order to purge air from the
reverse clutches.
Transmission Adaptive Values Learn will abort if the transmission fluid temperature increases to the values
listed below:
MY 2011 and prior 110°C (230°F)

MY 2012 Gen 1 110°C (230°F)
MY 2012 Gen 2 100°C (212°F)
MY 2013 Gen 1 110°C (230°F)
MY 2013 Gen 2 86°C (187°F)
MY 2014 and later 86°C (187°F)

Figure 13
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Note: If at any time during the procedure, required conditions are not met, Transmission Adaptive Values Learn
Adapts may abort and the process may need to be started again from the beginning. If this occurs, the transmission
will be left in a neutral state until the controller is shut down, key OFF and remove the scan tool and wait for more
than 30 seconds prior to re-try procedure. If the procedure repeatedly fails, a limit that engineering set is being
exceeded and there is possibly a transmission hardware issue.
1. Use the scan tool to navigate to Transmission Adaptive Values Learn by selecting the following:
1.1. Module Diagnostics

1.2 Transmission Control Module
1.3 Configurations/Reset Functions
1.4 Transmission Adaptive Values Learn
Note: If at any time during the procedure, required conditions are not met, Transmission Adaptive Values
Learn may abort and the process may need to be started again from the beginning.
2. Use the scan tool to perform the Transmission Adaptive Values Learn procedure. As the procedure is being
performed, the scan tool data display will provide operator instructions. Follow the scan tool instructions, as
required.
3. Once the procedure is complete, shut OFF the engine and power down the TCM. You will lose
communication to the scan tool.
4. Restart the engine. This will complete the Transmission Adaptive Values Learn procedure.
Note: When the Transmission Adaptive Values Learn procedure is completed, the transmission will remain in
a neutral state until the controller shuts down. If after 1-2 minutes of sitting, with the key OFF and scan tool
removed, the vehicle remains in a neutral state, disconnect the battery and wait 5-10 minutes and then hook
the battery back up. Reverse and drive should return.
Troubleshooting
If the Transmission Adaptive Values Learn will not run and the above stated conditions have been met, ensure
the following:
Note: The generation of transmission can be determined by using a scan tool to check for Specific DTC
P0842. If DTC does not show Invalid, the transmission is Gen 1. If DTC shows Invalid, transmission is Gen
2.
- Determine if transmission is Gen 1 or Gen 2.

- Verify vehicle model year.
- Verify transmission fluid temperature is between the temperatures listed above for the vehicle model year
and generation of transmission.
- Brakes and brake switch are functioning properly - see following page
- No active DTCs
- Closed throttle and engine RPM increases above 1,500 RPM while at entrance of the test
- Park/Neutral position switch is properly adjusted and functioning
- Line pressure control is able to provide 1,000 kPa and is within specifications
- Vehicle is not moving or vibrating excessively
- Clutches are properly assembled Copyright © 2015 ATSG
Figure 14
16-10
Brake Pedal Position Sensor Learn
Calibration Criteria
Note: Do not apply the brake pedal during the brake pedal position sensor calibration procedure. Any movement
of the brake pedal during this procedure will cause the calibration procedure to fail. If this occurs, the brake pedal
position sensor calibration must be repeated. Brake pedal position sensor calibration must be performed after the
brake pedal position sensor, body control module (BCM), or engine control module (ECM) have been serviced.
The calibration procedure will set the brake pedal position sensor home value. This value is used by the BCM and
ECM to determine the action of the driver applying the brake system and to provide this information to the vehicle
subsystems via serial data.
Calibration Procedure
1. Apply the parking brake.
2. Ignition ON, engine OFF, place the transmission in the PARK position for automatic transmission or
NEUTRAL position for manual transmission.
3. Install a scan tool.
4. Clear all DTCs before proceeding.
5. Navigate to the Configuration/Reset Functions menu of the BCM.
6. Select the Brake Pedal Position Sensor Learn procedure and follow the directions displayed on the screen.
7. Navigate to the Configuration/Reset Functions menu of the ECM.
8. Select the Learn Functions menu.
9. Select the Brake Pedal Position Sensor Learn procedure and follow the directions displayed on the screen.
BRAKE PEDAL
POSITION SENSOR
Figure 15
16-10
SHIFT 1-2-3-4CL 2-6 CL 3-5 LO/REV 4-5-6 3-5 REV 2-6 LOW LO/REV 1-2-3-4
RANGE GEAR RATIO SOL PC SOL 5 PC SOL 4 REV CL 4-5-6 CL CLUTCH CLUTCH CLUTCH ONE-WAY CLUTCH CLUTCH
(On/Off) N.L. N.L. PC SOL 2 PC SOL 3
N.H. N.H. CLUTCH
PARK P ON OFF OFF ON OFF APPLIED*
REV R 2.940 ON OFF OFF OFF OFF APPLIED APPLIED
NEUT N ON OFF OFF ON OFF APPLIED*

Neutral Stop 1ST 4.584 OFF ON OFF ON OFF APPLIED APPLIED
Capable BRAKING
(Next Page)
1ST 4.584 OFF ON OFF ON ON HOLD APPLIED
D OFF ON ON ON ON
2ND 2.964 APPLIED APPLIED
R
I
3RD 1.912 OFF ON OFF OFF ON APPLIED APPLIED
V
E
4TH 1.446 OFF ON OFF ON OFF APPLIED APPLIED
5TH 1.000 OFF OFF OFF OFF OFF APPLIED APPLIED
6TH 0.746 OFF OFF ON ON OFF APPLIED APPLIED
* APPLIED WITH NO LOAD Copyright © 2015 ATSG

Figure 16
16-10
Neutral Idle Description and Operation
Neutral Idle can only be commanded ON when the transmission is operating in Drive Range, First Gear Engine
Braking (Low/Reverse Clutches applied).
When the service brakes are applied and the vehicle speed, throttle position, and transmission temperature are
within the calibration defined limits, the TCM commands Neutral Idle ON. The low and reverse clutch remains
applied. The TCM reduces the pressure command to the 1234 PC Solenoid 5, which reduces the fluid pressure to
the 1-2-3-4 clutch, allowing the clutch to slip. The resulting slip on the 1-2-3-4 clutch reduces the difference
between the torque converter input speed and torque converter turbine speed, or torque converter clutch (TCC)
slip speed. The reduced TCC slip speed reduces the engine load. This results in lower fuel consumption while
Neutral Idle is commanded ON.
INTERNAL MODE SWITCH LOGIC DATA - SCAN TOOL

Gear Selector
Position Signal A Signal B Signal C Signal P
Park LOW HI HI LOW
Park/Reverse LOW LOW HI LOW
Reverse LOW LOW HI HI
Reverse/Neutral HI LOW HI HI
Neutral HI LOW HI LOW
Neutral/Drive 6 HI LOW LOW LOW
A
B
C
Drive 6 HI LOW LOW HI

D
E
F
Drive 6/Drive 4 LOW LOW LOW HI

Drive 4 LOW LOW LOW LOW
Drive 4/Drive 3 LOW HI LOW LOW
Drive 3 LOW HI LOW HI
INTERNAL MODE Drive 3/Drive 2 HI HI LOW HI
SWITCH Drive 2 HI HI LOW LOW
CONNECTOR (Blue)
Open HI HI HI HI
Invalid HI HI HI LOW
Yellow
Invalid LOW HI HI HI
Green
Black
Grey
Blue
Red
HI = 12 Volts
LOW = 0 Volts
Internal Mode Switch (IMS) Terminal Identification

Terminal Function
A B C D E F A Ground (Blue)
B Mode Switch Signal "A" (Green)
C Mode Switch Signal "B" (Grey)
D Mode Switch Signal "C” (Yellow)
E Mode Switch Signal "P" (Red)
(Face View) F P/N Start Signal "N" To ECM (Black)
Figure 17 Figure 18
16-10
Generation 1 Pressure Switches. These pressure switches are used for adaptive control by monitoring clutch
regulating valve activity and clutch hydraulic operation.
TFP S3 TFP S2 TFP S1 TFP S4

3-5-R 2-6 1-2-3-4 4-5-6/R1
On/Off
LPCS PCS 4 PCS 5 SS TCC PCS 2 PCS 3
Generations 1 and 2 solenoid locations.

Figure 19
Generation 1 uses Variable Bleed type solenoids while Generation 2 uses Variable Feed type solenoids. Notice the
difference in the way General Motors presents their hydraulic schematics between the two in Figure 20.
Generation 1 solenoid and pressure switches displayed in the upper hydraulic while Gen 2 without pressure
switches in the lower schematic. The different solenoid configurations between the two schematics represents the
change from one solenoid type to another.
Figure 20
16-10
SHIFT SOLENOID
PLUNGER AND
METERING BALL COIL
SUPPLY ASSEMBLY
ASSEMBLY CONNECTOR
PRESSURE
(ACTUATOR
FEED LIMIT)
N.C. 18 Ohms
EXHAUST
CONTROL
PRESSURE
SPRING HOUSING
The Shift Solenoid is Normally Closed. When Off it blocks the passage to the Clutch Select Valve
and Shuttle TCC Regulated Apply Valve. When On it connects Actuator Feed Limit Valve pressure
to the Clutch Select Valve and Shuttle TCC Regulated Apply Valve, stroking the valves.
NORMALLY-LOW CLUTCH PRESSURE

TCC CONTROL SOLENOID
CONTROL COIL
SUPPLY PRESSURE ASSEMBLY
PRESSURE HOUSING
(ACTUATOR EXHAUST
FEED LIMIT)
N.L. 4.5 Ohms
VARIABLE
RESTRICTION CONNECTOR
The TCC Control Solenoid is Normally Low. When Off it blocks the passage to the TCC Control Valve
and TCC Regulated Apply Valve. When On it connects Actuator Feed Limit Valve pressure
to the TCC Control Valve and TCC Regulated Apply Valve, stroking the valves, which apply the
Torque Converter Clutch.
Figure 21
16-10
NORMALLY-HIGH CLUTCH PRESSURE
LINE PRESSURE CONTROL SOLENOID
CONTROL
PRESSURE COIL
SUPPLY (PCS LINE) ASSEMBLY
PRESSURE HOUSING
(ACTUATOR EXHAUST
FEED LIMIT)
N.H. 4.5 Ohms
VARIABLE
RESTRICTION SPRING CONNECTOR
The Line Pressure Control Solenoid is Normally High. When Off it connects Actuator Feed Limit
Valve pressure to the Spring side of the Pressure Regulator Valve increasing Line Pressure. When on
or at high duty cycle it blocks or limits Actuator Feed Limit Valve pressure to the spring
side of the Pressure Regulator Valve decreasing Line Pressure.
NORMALLY-HIGH CLUTCH PRESSURE

PRESSURE CONTROL SOLENOID 2 AND 3
CONTROL
PRESSURE COIL
SUPPLY (PCS LINE) ASSEMBLY
PRESSURE HOUSING
(ACTUATOR EXHAUST
FEED LIMIT)
N.H. 4.5 Ohms
VARIABLE
RESTRICTION SPRING CONNECTOR
Pressure Control Solenoids 2 and 3 are Normally High. When Off they connect Actuator Feed Limit
Valve pressure to their respective valves. When On they block Actuator Feed Limit Valve pressure to
their respective valves.
Pressure Control Solenoid 2 controls the 3-5-Reverse clutch Reg. Valve.
Pressure Control Solenoid 3 controls the R1/4-5-6 clutch Reg. Valve.
Figure 22
16-10
NORMALLY-LOW CLUTCH PRESSURE
CONTROL SOLENOIDS 4 AND 5
CONTROL COIL
SUPPLY PRESSURE ASSEMBLY
PRESSURE HOUSING
(ACTUATOR EXHAUST
FEED LIMIT)
N.L. 4.5 Ohms
VARIABLE
RESTRICTION CONNECTOR
Pressure Control Solenoids 4 and 5 are Normally Low. When Off they block the passage to their
respective valves. When On they connect Actuator Feed Limit Valve Pressure to
their respective valves.
Pressure Control Solenoid 4 controls the 2-6 clutch Reg. Valve.

Pressure Control Solenoid 5 controls the 1-2-3-4 clutch Reg. Valve and 1-2-3-4
clutch boost valve.
Figure 23
16-10
Example: 90 to 100 psi of shop air is

connected to the air inlet fitting. When
Using the DT-48616 Solenoid Test Plate
the shift solenoid is off, no flow on the
pressure gauge connected to port D With the key on engine off, the TCM will
should be seen. When SS is turned on normally cycle some of the transmissions
there should be full flow to the gauge. solenoids on and off to facilitate keeping the ports
and solenoids clean and free of debris. This dither
function is a normal activity and will cause the
valves to cycle open and closed quickly when the
TCM is powered up. This can cause the psi gauge
to flicker high and low as the valves open and
close. This may cause some air to exit the ports
where the psi gauge is not connected as those
solenoids cycle on and off.
Test Port Solenoid On Off

A LPSC (N.H.) Low High
B 2-6 (N.L. PCS 4) Max 0
Gen 1 - F 3-5-R (N.H. PCS 2) 0 Max
Gen 2 - C 3-5-R (N.L. PCS 2) Max 0
D SS (N.C.) Max 0
E TCC (N.L.) Max 0
Gen 1 - C 1-2-3-4 (N.L. PCS 5) Max 0
Gen 2 - F 1-2-3-4 (N.H. PCS 5)
G R1/4-5-6 (N.H. PCS 3) 0 Max
Figure 24
16-10
8th digit
1-2-3 = Gen 1
A-B-C - Gen 2
Generation 1 TEHCM’s can be easily identified by looking at the color of the solenoid caps. They
are either all black or could have 1 white cap. Generation 2 contain various color cap solenoids.
Figure 25
16-10
GENERATION 1 CONTROL GENERATION 2 CONTROL
VALVE BODY ASSEMBLY VALVE BODY ASSEMBLY
1
1
2
2
3
3
5
4
5
5
1. Control Solenoid Valve Support

2. Control Valve Body Bolt M5 x 40.5 (Qty: 1)
3. Valve Channel Plate
4. Control Valve Channel Plate Spacer Plate Assembly
5. Valve Body Ball Check Valves (Qty: 6)
6. Control Valve Body
Figure 26
16-10
GENERATION 1 CONTROL VALVE BODY VALVE LOCATION AND IDENTIFICATION
1 6
9
10
1. First-Reverse and 4-5-6 Clutch Regulator Valve Train

2. 1-2-3-4 Clutch Boost Valve Train
3. 1-2-3-4 Clutch Regulator Valve Train
4. 2-6 Clutch Regulator Valve Train
5. 3-5 Reverse Clutch Regulator Valve Train
6. Clutch Piston Dam Feed Regulator Valve Train (Compensator Feed Reg Valve)
7. TCC Regulator Apply Valve Train
8. Clutch Select Valve Train
9. Actuator Feed Limit Valve Train
10. Manual Valve
Figure 27
16-10
GENERATION 2 CONTROL VALVE BODY VALVE LOCATION AND IDENTIFICATION
6
5
1* 7
10
11*
1. Low-Reverse and 4-5-6 Clutch Boost Valve Train - * added valve line-up
2. Low-Reverse and 4-5-6 Clutch Regulator Valve Train
3. 1-2-3-4 Clutch Boost Valve Train
4. 1-2-3-4 Clutch Regulator Valve Train
5. 2-6 Clutch Regulator Valve Train
6. 3-5 Reverse Clutch Regulator Valve Train
7. Default Override Valve Train - New valve line-up, Compensator Reg Feed Eliminated**
8. TCC Regulator Apply Valve Train
9. Clutch Select Valve Train
10. Actuator Feed Limit Valve Train
11. Manual Valve - * Material says this valve is made shorter with GEN 2.
GEN 2 valve bodies obtained by ATSG did not have shorter manual valves.
**- Generation 2 re-designed the clutch regulator valves so that the exhaust backfill circuits are now used in place
of the compensator feed regulator valve which in Generation 1 had dumped through a metered exhaust. The Default
Override Valve ensures a Reverse engagement regardless of the state of the solenoids.
Figure 28
16-10
GENERATION 1 CONTROL VALVE GENERATION 2 CONTROL VALVE
CHANNEL PLATE ASSEMBLY CHANNEL PLATE ASSEMBLY
1 2
3
3
3 4
3 4
4
3
2 7 4
5
1. Channel Plate to Valve Body Spacer Plate Assembly 1. Control Valve Body Spacer Plate Retainer
2. Valve Channel Plate 2. Channel Plate to Valve Body Spacer Plate Assembly
3. Control Valve Body Guide Pins 3. Actuator Feed Accumulator Piston (Qty: 5)
4. Actuator Feed Accumulator Spring (Qty: 5)
5. Variable Hi and 2-3-4 Clutch Housing Valve Ball
6. Valve Channel Plate
7. Control Valve Channel Plate Ball Spring Assembly
Figure 29
16-10
Generation 1 Control
Valve Body Check Ball 1 3 4
Location and Identification
5
2 6
1. PS4............................ Input - 4-5-6 Cl Fd........ Output - CSV2 Latch
2. 3-5-R/D1-6................ Input - D1-6...................Output - 3-5-R Feed
3. 3-5-R Feed........................................................Output - 3-5-R Feed
4. Comp. Feed................Input - 3-5-R..................Output - 3-5-R Feed/Exh BF
5. Actuator Fd Lm................................................ Output - R1/4-5-6 Feed
6. Actuator Fd Lm................................................ Output - 3-5-R Clutch
Valve Body Check Ball
Location and Identification 1 5 3
2 4
1. Latch...........................Input - 4-5-6 Cl Fd........ Output - Latch
2. 3-5-R Feed..................Input - D1-6...................Output - 3-5-R Feed/D1-6
3. 3-5-R Feed/D1-6...............................................Output - 3-5-R Feed/D1-6
4. Actuator Fd Lm.................................................Output -3-5-R Feed Clutch
5. Drive.................................................................Output - Drive
6. Line............................ Auxiliary Line...............Output - Line Copyright © 2015 ATSG
Figure 30
16-10
Channel Plate Accumulator
and Check Valve Location
and Identification
3 4 5
2
6
7
1. PCS Accumulator
2. 2-6 Clutch PCS Accumulator
3. 3-5-R Clutch PCS Accumulator
4. 1-2-3-4 Clutch PCS Accumulator
5. R1/4-5-6 Clutch PCS Accumulator
6. Exhaust Backfill Blow Off Ball Assembly
7. Exhaust Backfill Air Bleed Capsule Copyright © 2015 ATSG
Figure 31
16-10
Transmission Adaptive Values Learn:
- The TCM commands pressure to the clutches to learn the transmission adaptive values. As the procedure is
being performed, the scan tool provides operator instructions.
- Test may not start or may abort for the following conditions:
- Transmission fluid temperature outside required parameters (See figure 13).
- Brakes and brake switch must function properly.
- Closed throttle and engine speed increases above 1500 RPM.
- Park/neutral position switch must be properly adjusted and functioning.
- Line pressure control is able to command 1,000 kPa (145 psi).
- Vehicle must be stopped.
- Vehicle must not be vibrating excessive.
Transmission Adapt Pressure Reset

2013 CHEVROLET CRUZE 1.8L L4 (LWE) 11:42AM 2013 CHEVROLET CRUZE 1.8L L4 (LWE) 11:42AM
2013 CHEVROLET CRUZE 1.8L L4 (LWE) 11:43AM

Figure 32
16-10
TRANSMISSION FLUID FILL SPECIFICATIONS AND PROCEDURES
Transmission Fluid Level and Condition Check
This procedure checks both the transmission fluid level, as well as the condition of the fluid itself.
Caution: Use Dexron VI transmission fluid only. Failure to use the proper fluid may result in transmission
internal damage.
Note: Ensure the transmission has enough fluid in it to safely start the vehicle without damaging the
transmission. With the vehicle off and the transmission fluid temperature at approximately 20-25°C (68-77°F)
there must be at least enough fluid to drain out of the fluid level hole. This will ensure that there is enough fluid in
the sump to fill the components once the vehicle is started.
Non Dipstick Level Checking Procedure
1. Start the engine.

2. Depress the brake pedal and move the shift lever through each gear range, pausing for about 3 seconds in each
range. Then move the shift lever back to PARK (P).
3. Allow the engine to idle 500-800 rpm for at least 3 minutes to allow any fluid foaming to dissipate and the fluid
level to stabilize. Release the brake pedal.
Note: If the TFT reading is not at the required temperature, allow the vehicle to cool, or operate the vehicle until
the appropriate TFT is reached. lf the fluid temperature is below the specified range, perform the following
procedure to raise the fluid temperature to the specification.
Drive the vehicle in second gear until the fluid temperature is at the specified temperature.
4. Keep the engine running and observe the transmission fluid temperature (TFT) using the Driver information
Center or a scan tool.
Caution: The transmission fluid level must be checked when the transmission fluid temperature (TFT) is at 85-
95°C (185-203°F). lf the TFT is not at this temperature, operate the vehicle or allow the fluid to cool as required.
Setting the fluid level with a TFT outside this temperature will result in either an under or over-filled
transmission. TFT 95°C under-filled, TFT 85°C over- filled. An under-filled transmission will cause premature
component wear or damage. An over-filled transmission will cause fluid to discharge out the vent tube, fluid
foaming, or pump cavitation.
5. Raise the vehicle on a hoist. The vehicle must be level, with the engine running and the shift lever in the PARK
range.
6. While the vehicle is idling, remove the oil level set plug. Allow any fluid to drain.
Figure 33
16-10
Oil Level Plug

lf the fluid is flowing as a steady stream, wait until the fluid begins to drip. lf no fluid comes out, add fluid until
fluid drips out.
7. Inspect the fluid color. The fluid should be red or dark brown.
lf the fluid color is very dark or black and has a burnt odor, inspect the fluid for excessive metal particles or other
debris. A small amount of “friction” material is a “normal” condition. If large pieces and/or metal particles are
noted in the fluid, flush the oil cooler and cooler lines and overhaul the transmission. If there are no signs of
transmission internal damage noted, replace the fluid, repair the oil cooler, and flush the cooler lines.
Fluid that is cloudy or milky or appears to be contaminated with water indicates engine coolant or water
contamination.
8. Inspect for external leaks.
9 lf the fluid was changed, reset the transmission oil life monitor if applicable.
6T30/40/45/50 Warning - The engine must be running when the
transmission fluid fill plug is removed, or excessive fluid
loss will occur. Transmission fluid may be hot. Since the
actual fluid level is unknown, stand clear when removing the
fill plug. Have a container ready to capture any lost fluid. Do
Fill Cap
not turn the engine off with the fill plug removed, as you can
be injured by hot transmission fluid being expelled out of the
oil fill opening.
Capacities are approximate

8.0 liters (8.45 quarts)
DEXRON-VI
Automatic Transmission Fluid.
Oil Level Plug
Figure 34
16-10
Fluid Level Control Valve
The fluid level control valve is attached to the transmission case, next to the control valve body assembly, and is
designed to control the fluid level in the control valve body cover assembly.
The fluid level control valve contains a temperature sensitive strip of metal that reacts to fluid temperature
changes and opens or closes a fluid passage, at temperatures below 60°C (l40°F), the thermostatic element allows
fluid to drain from the control valve body cover area into the case sump. As the temperature of the transmission
fluid increases, the thermostatic element traps fluid in the control valve body cover area and the fluid level rises.
The maximum fluid level in the control valve body cover area is controlled as fluid overflows the top of the fluid
level control valve pipe and drains into the case sump. This level of transmission fluid is required in order to
maintain the operation of the hydraulic system in the transmission.
lt should be noted that when checking the fluid level in a Hydra-matic 6T40/45 transmission, the fluid
temperature must be at operating temperature in order to obtain a proper fluid level in the case sump. Checking
the fluid level with the fluid temperature below operating temperature will result in a too low fluid level.
A damaged or loose thermostatic element could cause fluid foaming or incorrect fluid level.
Figure 35
16-10
Install the torque converter vertically as the turbine

shaft seal is located inside the converter. Installing it
horizontally may damage the seal.
Figure 36
16-10

6T40 1st en 2nd Identification

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6T40 1st en 2nd Identification

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Technical Service Information

Refer to Figures 3, 4, 5 & 6 for Gen I & II 4-5-6- Clutch Differences.

Refer to Figure 10 for Pressure Switch Operation.

Refer to Figure 15 for “Brake Pedal Position Sensor Learn” Procedure.

Refer to Figure 16 for Clutch & Solenoid Application.

Refer to Figures 17 & 18 for Neutral Idle Description & Operation.

Refer to Figures 21, 22 & 23 for Solenoid Theory of Operation.

Refer to Figure 24 for Solenoid Test Procedures.

Refer to Figure 25 for Gen I & II TEHCM Identification.

Refer to Figure 26 for Gen I & II Valve Body Assembly Identification.

Refer to Figure 27 for Gen I Control Valve Body Identification.

Refer to Figure 28 for Gen II Control Valve Body Identification.

Refer to Figure 29 for Gen I & II Channel Plate Assembly Identification.

Refer to Figure 30 for Gen I & II Checkball Locations.

Refer to Figure 31 for Gen II Channel Plate Small Parts Identification.

Refer to Figure 32 for Transmission Adaptive Values Description.

Refer to Figure 36 for Torque Converter Installation Procedure.

A special thank you to ALTO for the use of this transmission

2009-2015 Chevrolet Cruze

Copyright © 2015 ATSG

0.66" orifice Line Pressure Feed to Orifice moved to the supply

PSW 4 PSW 1 PSW 2 PSW 3

Clutch Pulse Learn Event

Copyright © 2015 ATSG

Determining a fluid pressure

Determining a reactive pressure

Calculating a flow rate

Measuring a fill time

Calculating a clutch fill volume

A flow chart on a method for operating the hydraulic clutch based on

Copyright © 2015 ATSG

- Transmission internal service/overhaul

- Drive wheels are blocked

MY 2011 and prior 70-95°C (158-203°F)

MY 2011 and prior 110°C (230°F)

Copyright © 2015 ATSG

1.1. Module Diagnostics

- Determine if transmission is Gen 1 or Gen 2.

PARK P ON OFF OFF ON OFF APPLIED*

REV R 2.940 ON OFF OFF OFF OFF APPLIED APPLIED

NEUT N ON OFF OFF ON OFF APPLIED*

5TH 1.000 OFF OFF OFF OFF OFF APPLIED APPLIED

6TH 0.746 OFF OFF ON ON OFF APPLIED APPLIED

* APPLIED WITH NO LOAD Copyright © 2015 ATSG

INTERNAL MODE SWITCH LOGIC DATA - SCAN TOOL

Drive 6 HI LOW LOW HI

Drive 6/Drive 4 LOW LOW LOW HI

Internal Mode Switch (IMS) Terminal Identification

Copyright © 2015 ATSG

TFP S3 TFP S2 TFP S1 TFP S4

Generations 1 and 2 solenoid locations.

NORMALLY-LOW CLUTCH PRESSURE

N.L. 4.5 Ohms

N.H. 4.5 Ohms

NORMALLY-HIGH CLUTCH PRESSURE

N.H. 4.5 Ohms

N.L. 4.5 Ohms

Pressure Control Solenoid 4 controls the 2-6 clutch Reg. Valve.

Example: 90 to 100 psi of shop air is

Test Port Solenoid On Off

1. Control Solenoid Valve Support

1. First-Reverse and 4-5-6 Clutch Regulator Valve Train

GENERATION 2 CONTROL VALVE BODY VALVE LOCATION AND IDENTIFICATION